Brake control for motor vehicles



April 5, 1938 w; CAREY 2,112,950

BRAKE CONTROL FOR MOTOR VEHICLES Original Filed Dec. 11, 1933 J, I ;%YEN?OR j BY ATTORg Patented Apr. 5, 1938 UNITED STATES PATENT OFFICERefiled for abandoned application Serial No.

701,773, December 11, 1933. May 6, 1936, Serial No. 78,278

This application 4 Claims. (Cl. 192-3) This invention relates to brakecontrols for motor vehicles, particularly to semi-automatic brakes.

One object of the invention is to provide means whereby a driver canapply his brakes while his foot is on the accelerator pedal, therebyavoiding loss of time, inconvenience and probable danger of applyingbrakes in the conventional way, which requires removal of the driver'sfoot from the accelerator pedal and stepping on the brake pedal.

The usual suddenness of accidents is apt to confuse a driver and preventhis stepping from the accelerator pedal onto the brake pedal. If the carcareens, this may be difficult. If the driver is thrown from his seat,it may be impossible.

The purpose of the invention is to increase safety, comfort and ease ofdriving by enabling the driver to apply his brakes without moving hisfoot from the accelerator.

Another object of the invention is to provide means for gradualapplication of the brakes, thereby avoiding such accidents as may resultin locking the wheels too suddenly when applying the brakes.

Another object is to provide a power brake system that will not dependentirely upon the engines running or become inoperative should theengine stop.

Another object is to provide means to graduate the power that appliesthe brakes.

For disclosure and demonstration, a simple form of the invention hasbeen selected which is presently believed to be best suited for itsillustration, with the understanding however that the invention is notto be limited to the specific form shown and described.

In the drawing:

Fig. l is a view in elevation of the semi-automatic brake control formotor vehicles.

Fig. 2 is a plan view of the same with some parts removed to clear theview of others.

Fig. 3 and Fig. 4 are details, respectively in elevation and plan, of amodified form of the invention, hereinafter further described.

Fig. 5 and Fig. 6 show details, respectively in plan and section, ofanother modification, hereinafter further described.

Fig. 7 and Fig. 8, respectively in front and side views of anothermodification of the invention, hereinafter further described, showdetails of the invention.

Fig. 9 and Fig. 10 are details, respectively in plan and elevation, ofanother modification of the invention, hereinafter further described.

Fig. 11 and Fig. 12 are details, respectively in plan and section, ofanother modification of the invention, hereinafter further described.

Fig. 13 and Fig. 14 show, respectively in elevation and plan, enlargeddetails of Figures 1 and 2.

Following is a description of parts of the invention together with thatof co-operating other parts:

I indicates the usual partition between the drivers compartment and thatfor theengine of an automobile.

2 and 3 indicate respectively the pedal board and floor of anautomobile.

4 shows the usual accelerator pedal. This is the well known means forcontrolling the motive power or supply of gasoline or other mediumimparting motion.

5 represents the usual brake lever and pedal.

6 shows the brake controller or means located near the accelerator pedaland within easy access of a drivers foot when it is in contact with saidpedal. In the illustrated or preferred form shown, this part consists ofa short, revoluble spool-like member, or sleeve roller, positionedtransversely above, and near the toe end of the accelerator pedal, asshown in the drawing and hereinafter more fully described.

I shows a pair of members comprising a stanchion mounted on the pedalboard or floor of an automobile and adapted, together with otherco-operating members described below, to movably support the aforesaidbrake controller.

8 is a pivoted arm mounted near the upper end of the aforesaid stanchionmember.

9 shows a pin mounted on the oscillatable end of the pivoted armaforesaid and adapted to revolubly support the brake controlleraforesaid.

it shows means for adjusting the aforesaid stanchion members verticallyand horizontally, consisting of slots in the stanchion members and abolt and wing nut to position and hold the controller for operation by adrivers foot in contact with the accelerator pedal.

II is a bracket supported by the stanchion aforesaid and. provided witha set screw to limit the swing of the oscillatable arm aforesaid.

l2 shows the controller rod.

I3 is an angular connector adjustably securing the controller rod to thebrake controller aforesaid.

M represents the brake cylinder provided with a piston adapted to beoperated by any suitable medium of power.

I5 is the piston rod.

I6 is a fiexible cable connecting the aforesaid piston rod and the brakelever, reeving on the pulley or fair-leader as shown.

I! is any suitable medium of power, or mechanism. In the illustrativeform of the invention herein shown, this element comprises part of theintake manifold of the automobiles engine as a source of vacuum.

I8 shows a pipe system connecting the brake cylinder with the vacuumsource.

I9 represents any suitable valve on the aforesaid pipe system, the stemof the valve being connected with the brake controller aforesaid andthereby under the control of the driver. The preferred type of valve I9is that of the well known poppet valve.

20 is a sleeve slidably mounted on the controller rod.

2i is a threaded sleeve mating with the threaded end of the controllerrod and adjustably held thereon by a lock-nut.

22 represents a helical compression spring holding the aforesaidthreaded sleeve and slidable sleeve resiliently spaced apart andoperating to provide gradual application of the brakes. As shown inFigs. 1, 2, 13 and 14, this spring is in maximum expansion, and in theposition shown would not cause the slidable sleeve to contact with thepartition.

' 23 shows a reserve vacuum tank of suflicient capacity for operatingthe brake mechanism should the engine stop.

24 indicates means to maintain the reserve power. In the illustratedform, this is a check valve.

25 is any suitable means for regulating the power supply: a gate valve,in the presently illustrated form, capable of choking the pipe systemand reducing the vacuum pull. The preferred position of this valve isindicated by the arrow 25, Fig. 2.

26, Figs. 3 and 4, is a modified form of the brake controller '6,comprising an adjustable toe strap adapted to operation by a driversfoot or shoe on the accelerator pedal.

21, Figs. 5 and 6, shows another modification of the brake controller 6,comprising a button positioned behind the accelerator pedal and adaptedto operation by the heel part of a drivers foot or shoe on theaccelerator pedal.

28, Figs. '7 and 8, is another modification of the brake controller 6,comprising a lever mounted on a stanchion positioned and operable by theside of a drivers shoe, a drivers ankle, calf or knee, while his foot ison the accelerator.

29, Figs. 9 and 10, is another modification of the brake controller 6,comprising a member secured to the accelerator pedal and adapted to fitover the toe part of a drivers shoe on said pedal.

30, Figs. 11 and 12, is another modified form of the brake controller 6,comprising a pedal and adapted to operation by the heel part of adrivers shoe on said pedal. The dotted lines in Fig. 11 represent partsbelow the floor which are invisible in the plan view.

3| is the accelerator, 32 the accelerator rod connecting the acceleratorpedal with the carburetor, 33 the carburetor, 34 the engine, 35 thebrake rod connecting the brake lever with the brake band lever, 36 thebrake band, 31 the brake band lever and 38 is a vent in the poppet valvefor admitting air in the brake cylinder when the brakes are released.

In operation, the drivers foot is on the accelerator pedal and the upperpart of his shoe under and within easy reach of the brake controller 6.The fuel feed is controlled in the usual way. Brakes are applied by thedrivers lifting the toe part of his shoe to contact with the brakecontroller 6, his heel operating as a fulcrum over the pivot of theaccelerator pedal, thereby causing the arm 8 to swing away from thepartition I. This will result in opening the valve I9, due to theconnector I3, rod I2 and its other connections with the valve. Vacuum ismaintained and now effective from the manifold II through the pipesystem I8 to and in the cylinder I4. This will lift the piston andpiston rod I5 pulling one end of the cable I6 up and the other end downtogether with the brake pedal and lever 5, applying the brakes. When thedrivers shoe releases the controller 6, the valve I9 will close and thebrake lever 5 will return to its normal position in the usual way. Thebrakes are off.

' Gradual application of the brakes results from contact of the slidablesleeve 20' with the partition I, making it thereafter more and moredifficult, due to the resistance of the spring 22, for the driver tofurther open the valve I9 to more firmly apply the brakes.

Reserve power is maintained by the tank 23 and check 24 for operatingthe brakes in event of the engines stopping.

Regulation of the maximum vacuum pull is effected by opening or closingthe valve 25 which operates to choke the pipe system I8. If the brakesgo on too suddenly under pull of rod I2, the said valve should be partlyclosed to reduce and fix or set the maximum vacuum pull. I9 ispreferably a poppet valve and 25 a gate valve.

Having described the parts of my invention in detail and explained theiroperation in combination, I claim the following combinations and othersthereunto equivalent:

1. In a brake control for motor vehicles, a partition, brakes, astanchion positioned to adjacency to the accelerator pedal, an armpivotally mounted on said stanchion, a pin mounted near the oscillatableend of said arm, said pin being positioned for operation by a driversfoot on said pedal, a brake controller rod, an adjustable connection forsaid rod and pin, a threaded sleeve mating a threaded portion of saidrod, a slidable sleeve mounted on the rod and a helical springtelescoping the rod and holding the sleeves resiliently spaced apart,whereby the brakes will be applied with increasing resistance andgraduation, when said slidable sleeve abuts said partition.

2. In a brake control for motor vehicles, brakes, a pedal operative togovern the motive power, an adjacent stanchion adjustable vertically andangularly, an arm pivotally mounted near the top of said stanchion, apin supported near the oscillatable end of said arm and a sleeve mountedon said pin co-operable to apply the brakes by a drivers foot in contactwith said pedal.

3. In a brake control for motor vehicles, brakes, a stanchion positionedto adjacency to the accelerator pedal, said stanchion comprising membersadjustable longitudinally and angularly, an arm pivotally mounted on oneof said members and a pin supported by the oscillatable end of said arm,the said pin being positioned for operation, when applying the brakes bya drivers foot on said pedal.

4. In a brake control for motor vehicles, a partition, brakes, astanchion positioned to adjacency to the accelerator pedal, an armpivotally mounted on said stanchion, a pin mounted near the oscillatableend of said arm, said pin being positioned for operation by a driversfoot on said pedal, a brake controller rod, an adjustable connectionbetween said rod and pin, a threaded sleeve mating a threaded portion ofsaid rod, a

slidable sleeve mounted on the rod and a helical spring telescoping saidrod and holding the sleeves resiliently spaced apart, whereby the brakeswill be applied with increasing resistance and graduation, when saidsleeve abuts said partltion.

THOMAS WILLIAM CAREY.

